Checklist or gear up landing, your choice.

[Douglas]

I've flown a couple of Arrow's with it, but they were all disabled. From my limited understanding of the history of the system, it seemed as if there was a history of AD's mandating the system to be disabled. Then, the problem was fixed and it could be re-enabled. Never have heard good things about the system.

I did my training in an auto-extend arrow and taught in them at two different flight schools. From what I hear, most are disabled though.
As far as having an opinion about the system...I don't have one.
It is just an extra thing to remember to override the auto-extend in the practice area and then reengage when entering the pattern; but at the same time I'm sure it has saved some solo student with <15 hours of complex time from his first gear up.

My first instructor had a gear up accident in a auto-extend arrow, so it is not bullet proof.

If it is installed, fine; if it is not installed, fine.

-------

Checklist are good, but keeping your head in the game is just as important.... basically :yeahthat: to boris.

 

[MikeD]

I did my training in an auto-extend arrow and taught in them at two different flight schools. From what I hear, most are disabled though.
As far as having an opinion about the system...I don't have one.
It is just an extra thing to remember to override the auto-extend in the practice area and then reengage when entering the pattern; but at the same time I'm sure it has saved some solo student with <15 hours of complex time from his first gear up.

My first instructor had a gear up accident in a auto-extend arrow, so it is not bullet proof.

If it is installed, fine; if it is not installed, fine.

I think it's a good idea overall. As a pilot, just know when and where to use it, and be aware of it's limitations and that it's not a "catch all".

 

[drunkenbeagle]

On a different note, anyone flown the old Pipers with the automatic gear extension? I've seen many of them disabled.

The "Gear Unsafe" annunciator, and having the leaky system drop the gear at altitude gets annoying, so I usually leave it in the override position in the Arrow.

 

[Douglas]

I think it's a good idea overall. As a pilot, just know when and where to use it, and be aware of it's limitations and that it's not a "catch all".

Yeah, especially for a trainer.

I would like to see some comparison stats to see if the system has promoted fewer gear ups among trainers/trainees. Just of out curiosity.

 

[esa17]

There seem to be quite a few of us with "insider" knowledge of lots of aircraft across the entire gamut. A few years ago I read a book for mechanics that dealt with just simple tips, hints, and tricks.

I'm wondering if there would be any interest in such a book for pilots. An airframe by airframe breakdown of the do's and don'ts as it were.

 

[fholbert]

Navy flies the bounce pattern the same way, gear down. Works just fine.

On a different note, anyone flown the old Pipers with the automatic gear extension? I've seen many of them disabled.

I have about 500 hours in Piper products with the auto extend feature (pre AD) and thought it was a great backup. My Super Vikings auto extend was disabled when I bought it, I enabled it. I think it's a great feature.

Never used it but I always make sure it's working.

 

[Douglas]

I'm wondering if there would be any interest in such a book for pilots. An airframe by airframe breakdown of the do's and don'ts as it were.

Like this?

I think there is enough interest. This might be the only airframe specific book I can think of, but I bought it, read it, enjoyed it, and fly the bonanza according to the book. All new Bonanza pilots should read it.

 

[esa17]

Like this?

I think there is enough interest. This might be the only airframe specific book I can think of, but I bought it, read it, enjoyed it, and fly the bonanza according to the book. All new Bonanza pilots should read it.

Similar yes, but I'm talking about one that is basically an encyclopedia of all the "popular" airframes. It seems each aircraft has a book dedicated to it but if you were to write 5-10 pages on each airframe and then compile them into an easily digestible format I'm thinking there might just be someone willing to buy it. It would be a great read for independent CFI's who find themselves giving BFR's in everything from a J-3 to a C-421.

 

[trafficinsight]

I have a book called the "Used Aircraft Guide" from a long time ago that is kind of like that. I don't know if anyone publishes anything like that anymore but it has a section for each type that has stats, maintenance info, and pilot reviews... Mainly focused on prospective buyers of course.

 

[KSCessnaDriver]

Like this?

I think there is enough interest. This might be the only airframe specific book I can think of, but I bought it, read it, enjoyed it, and fly the bonanza according to the book. All new Bonanza pilots should read it.

There are a couple out there, but they are more for training oriented airplanes. Like the 150s, 152s, 172s, PA28s, and I think I've got one for the DA20. I think it would be cool to have some sort of book that had some specific airframe information for many airframes.

Perhaps not a book, but what about a web based database (ala wikipedia) that people could add information to about airframes.

 

[N8389P]

I don't know about you, but I hate that johnson bar in those old mooneys! It's like arm wrestling at the local speak easy. I think I still have scars and bruises from that sucker.

Joe

I have a ton of hours in them thingys. Best way to put the gear up is to do a small neg G when you bring it up.

 

[mooneyguy]

I didn't have the pleasure of flying one much, but the few hours I have were enough to convince me that owning one would be a good substitute for a workout.

It is enough of a workout out that I would not do multiple take/off and landings and pull the gear every time!!! if I was doing pattern work in one I would leave gear down.

Is it really physically impossible for a mechanical issue to cause this? Broken linkage, something came loose, something jammed somewhere?

Not really a mech. problem, and I personally have never seen it happen before...however, I was told that if the bar does not go completely into the detents on landing the gear could collapse. and yes You can have the bar up and it would feel like it was completely "in" but actually not be in.

 

[esa17]

Not really a mech. problem, and I personally have never seen it happen before...however, I was told that if the bar does not go completely into the detents on landing the gear could collapse. and yes You can have the bar up and it would feel like it was completely "in" but actually not be in.

That happened to a good friend of mine on landing at his grass runway. He hit a bump just before turning off the runway and the gear handle popped out causing the gear to fold.

A year or so later when I was doing the annual on his plane I decided to play around with the gear handle and wouldn't you know it the detent was worn so badly that just a little bit of force could still make it pop out. Mind you, this was all done with her on the jacks.

 

[roundout]

That happened to a good friend of mine on landing at his grass runway. He hit a bump just before turning off the runway and the gear handle popped out causing the gear to fold.

A year or so later when I was doing the annual on his plane I decided to play around with the gear handle and wouldn't you know it the detent was worn so badly that just a little bit of force could still make it pop out. Mind you, this was all done with her on the jacks.

I've seen this on old Mooney before, too. We're talking about airplanes that are 40, 45+ years old. The metal detent on the J bar can get worn out. Expand that out to the rest of the airplane and think about what else may be worn out.